Dmitry Belokon, Senior Vice President of Utair Airlines, expressed his concern about the state of the air fleet and drew attention to a serious problem facing domestic air carriers. He stated that at the moment the companies are faced with the impossibility to independently purchase both new and used airliners. At the same time, domestic development of new aircraft is not expected before 2026, which forces carriers to operate the aging fleet.
According to Dmitry Belokon, the current situation greatly hampers the company’s ability to grow passenger traffic, as fleet replenishment and renewal is vital for this purpose. In this regard, the Utair representative emphasised that it would be useful to receive support from the regulator in this matter, similar to the practice of other countries, such as Iran, where the state actively helps airlines to purchase used aircraft.
In the context of this statement, experts remind that combating fleet obsolescence and increasing its capacity is critical to maintaining and developing the aviation industry, especially in the context of increasing demand for air transport. Utair, like other carriers, is facing the limit of utilisation of its fleet, and it will be extremely difficult to solve this problem without external support.
Why was this issue raised by a top manager of Utair? Because the carrier has the oldest fleet of medium-haul B737s (41 aircraft) of various modifications (see table). Utair’s fleet also includes three wide-body B767s and 15 ATR-72 regional turboprops. By the time the MC-21-310 aircraft become available for leasing for the airline, the age of the fleet may approach 25 years or more. This is why Utair is sounding the alarm.
The age of the fleet of aircraft in Russian airlines
- Azimuth – 5.5 years.
- Pobeda – 6.3 years.
- Red Wings – 7.4 years.
- Aeroflot – 7.6 years.
- Rossiya – 9.7 years.
- S7 Airlines – 10.7 years
- IrAero – 11.2 years.
- Yamal – 12.1 years.
- Nordwind – 13.9 years.
- Ural Airlines – 14 years.
- Smartavia – 14.1 years.
- NordStar – 17.7 years.
- Utair – 19.8 years
- Rusline – 23.1 years.
- AZUR air – 27.4 years.
At the same time, it is not clear how the Russian authorities and Rosaviatsia can “bring focus” to this problem. The example of Iran also does not explain how, being under sanctions one can buy a suitable imported aircraft. In 2015, the country agreed to a nuclear deal in exchange for the lifting of some sanctions, and contracts were signed with Boeing and Airbus for the delivery of 200 aircraft. But in 2018, US President Donald Trump announced he was pulling out of the Iran atom deal, and sanctions against Tehran were renewed. Iran did not get the planes.
Iran Air now operates exotic A300-600s more than 32 years old, A310-300s more than 31 years old and other ageing aircraft, including A320s. Consequently, Dmitry Belokon’s reference to Tehran’s experience in buying aircraft is not correct. If you buy second-hand Boeings or Airbuses through third countries, then the country itself, which bypasses restrictions and sells aircraft to Russia, may fall under secondary sanctions.
What is the way out?
It may seem that there is none, but the same experience of Iran in maintaining the airworthiness of aircrafts that have not been carrying passengers globally for a long time shows that with proper maintenance even ageing passenger aircrafts can remain in operation. And several providers, including S7 Technics and Aeroflot-Technics, are able to perform complex forms of MRO in Russia.
Therefore, there is still time, even though it is shrinking rapidly. It may be added here that even if the planned production rates of MS-21, SJ-100, Il-114-300 and Tu-214 are reached, all aircraft will still not be enough, especially since Iran is ready to buy Russian aircraft. On this basis, it is already necessary to raise questions about expanding the production of the same MS-21 at other aircraft factories that are underloaded with orders or do not have them at all, but have not lost their competence in aircraft construction.
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